worron



.' 4 Shets-Sheet 1.

(No Model.)

L. C. WOR'RON.. MULTI-CYLINDER ENGINE.

No. 501,983. Patented .ru-1y 25, 189s.

m'bzsses 4 sh-eetssheen 2. L. G. WORRON. MULTI-CYLINDER ENGINE.

Patented July 25, 1898.

(No Model.)

WM. Mm. I lx ,k f mv ,i wm En N mm N 2v um mv 2 n um La m irlmiem-,edfmy 25, 1893.'

L. C. woRRoN. MULTI-CYLINDER ENGINE.

(No Model.)

No. 501,983y

L Cf Worron, @y bis #il-m2@ P In ven/"or Witnesses:

(No Model.) 4 Sheets-Sheet 4Av L. G. WORRON.

MULTI-CYLINDER ENGINE.

Patented July 25, 1893.

.WN UNL.

[I2 Denial' fVfzesses 32am,

Unirse Sterns armar Ormes.

LEW'IS C. WORRON, OF HARTFORD, CONNECTICUT, ASSIGNOR TO ABRAHAMVANDERBEEK, OF SAME PLACE.

MULTI-CYLINDER ENGINE.

SPECIFICATION forming part of Letters Patent No. 501,983, dated July2.5, 1893.

Application iiled December l 1892. Serial No. 454,708. (No model.)

To all whom it may concern: in positions corresponding to the positionof Be it known that I, LEWIS C. WORRON, a the valve in Fig. 1l. Fig. 13is another end citizen of the United States, residing at Hartelevation,showing the valve advanced oneford, in the county of Hartford and Stateof quarter of a revolution from its position in 55 5 Connecticut, haveinvented certain new and Fig. 11. Fig. 14 is another diagrammatic sideuseful Improvements in Multi-Cylinder Enelevation, showing the series ofpistons in pogines, of which the following is a specificasitionscorresponding to the position of the tion. l valve in Fig. 13. Fig. isan enlarged,ver

This invention relates to thatclass of multitical, longitudinal sectionthrough the valve- 6o ro cylinder engines havinga series ofsingle-actmechanism. Fig. 16 is an end elevation (the ing cylindersconnected with a Single crankvalve-chest cover being removed) of theparts shaft through a rocking-beam common to all `shown in Fig. 15, asseen from the left-hand of the cylinders. in said figure. Fig. 17 is aside View, and

The object of the invention is to furnish an Fig. 1S an end view, of theregulator-carrier. 65

r 5 engine of the class specified of improved con- Fig. 19 is a sideView of the annular valve. struction and adapted for using the steam byFig. 20 is an edge viewr of the valve, partially successive expansions.in section, and drawn in projection with In the drawings accompanyingand form- Fig. 19. ing a part of this specification, Figure 1 is aSimilar characters designate like parts in 7o zo plan view of a compoundsteam-engine emall the figures.

bodying my present invention. Fig. 2 is a The framework of my improvedcompound side elevation of the engine, partially in secengine may be ofany construction adapted tion, as seen from below in Fig. 1. Fig. 3 isfor carrying and supporting the several fixed an elevation of the rearend of the engine, and operative details.

drawn in projection with Fig. 2; the steam- In the drawings I have showna preferred chest cover being removed to show the valveform offramework, which is designated in a mechanism. Fig. 4 is a side view,correspondgeneral way by B, and'consists of a base-plate, ingapproximately to a portion of Fig.2, and 3, the rearward end-wall 4',the forward endshowing the rocking-beam connected with the wall 5, and aconnecting guide-bar, 6, set be- 8o 3o pistons. Fig. 5 is an endelevation of the tween said end-Walls at the upper sides therepartsshown in Fig. 4, as seen from the rightof and held in vplace by means ofsuitable hand of said figure. Fig. 6 is an enlarged secscrews, as 7 and8, 7 and 8. For carrying tional elevation, in line cl, b, Fig. 3. Fig. 7is the main-shaft 9,'this is shown fitted within aview similar to Fig.3, showing the regulaa tubular bearing, 33, fixed to the forward 8:

tor-mechanism removed from the valve-shaft, end-wall 5 by-1neans ofsuitable bolts, as S. u and showing the valve in one of its quarter Theouter end of the main-shaft 34 carries a positions. Fig. 8 is adiagrammatic side view suitable driving-pulley, as A, which is shown ofthe cylinder end of the engine, showing held in place on the shaft bymeans of the the series of pistons in positions correspondnut 35, andhaving the tubular hub 36 fitting 9o 40 ing to the position of the valvein Fig. 7. Fig over the DI'OECt'ng tubular bearing 33, (S90 9 is an endelevation similar to Fig. 7, show- Figs. 1 and 2,) for furnishing anadditional ing the valve advanced one-quarter of a revosupport andbearing-surface for said drivinglution from its position in Fig. 7. Fig.10 is pulley. a diagrammatic side view similar to Fig. 3, The inner endof the main-shaft 37 carries 95 4 5 showing the series of pistons inpositions corthe crank-disk C rigidly fixed thereto; this responding totheposition of the valve in Fig. disk has on one side thereof a bearingfor a 9. Fig. 11 is an end elevation similar to Figs. tubularjournal-socket, 38, which is shown 7 and 9, showing the valve advancedoneheld in place in said bearing by means of the quarter of a revolutionfrom its position in bearing-block 39,the cap 40, and thescrews 41. roo

5o Fig. 9. Fig. 12 is a side elevation similar to For communicatingpower from the pistons Figs. 8 and 10, showing the series of pistons ofthe engine to the crank-disk C, I provide a rocking-beam, designated ina general way by E, and adapted to have a universal rocking movement.Said beam E is carried upon the driving-spindle, or lever-shaft, 42,whose projecting stem 43 engages and revolves in the aforesaid jcarnal-socket 38, as shown best in Fig. 6. The driving-spindle 42 issupported to have (together with the rocking-beam itself) a universalrocking motion, by means of a spherical journal, 38, formed on said stemand journaled in a corresponding bearing formed in the framework; saidjournal 44 being held in place by means of the cap 45 screwed into theframework as illustrated in Fig. 6. The spherical journal of saidrockerspindle is shown located in the plane substantially of the ends ofthe four beam-arms 49, 49', 49 and 49 of the main-beam E. Beyond saidspherical bearing thereof, the driving-spindle has a rearward projectingstem, 50 (see Figs. 4 and 6) for driving the valvemechanism of theengine, as hereinafter described.

For controlling the movements of the rocking-beam E and preventingrotation thereof, this beam is shown provided with a guide-arm, 51,carrying a guide-block, 52, located in a longitudinal plane bisecting orintermediate to the angle or planes of the beam-arms49 andV 49', asillustrated by the detail views Figs. 4 and 5. The guide-block 52 isfitted to work in the slot 52 of the guide-bar 6, as illustrated inFigs. 1 and 2. Said guide-block being pi votally supported on theguide-arm of the rockingbeamby means of some suitable stud, as 53,permits of the sidewise movement of the rocking-beam as shown in Fig. 1.And said guideblock being located in a plane intermediate, as set forth,relatively to the crosswise beamarms, so controls the motion of the beamthat all of said arms have substantially the same swinging movementsboth longitudinally and laterally of the engine.

The cylinders of the engine may, if preferred, be constructed separatelyfrom the framework and from each other, but I have herein shownA all ofthe steam -cylinders formed integrally with the framework. The twohigh-pressure cylinders, 26 and 26', are shown at the upper side of theengine, while the two low-pressure cylinders, 27 and 27', are shownlocated near the lower side of the engine; all of the cylinders arepreferably grouped or arranged with their axes substantially parallelwith, and at equal distances from, the axis (continued) of themain-shaft. The said cylinders are provided with pistons designated in ageneral way by 54, 54', 54, and 54', respectively. As the constructionof all of the pistons may be the same,a detailed description of one ofthem will be understood to apply to all of them, with the exception ofthe indices of the reference-characters. The piston 54, in the preferredform thereof herein shown, consists of the piston-head 54, tted with oneor more piston-rings, as 55, and constructed forconnection with therocking-beam.

For this purpose the piston-head 54 is centrally bored to receive thespherical end 56 of the connecting-rod 58; this rod is held in place inthe piston by means of the cap 57 shown firmly screwed into thepiston-head for receiving the thrust of the piston. The cap 57 beingscrewed into the inner end of the piston-head, as shown best in Fig. 6,is accessible through the cylinder when the cylinderhead l0 (hereinafterdescribed) is removed. At its opposite end, the connecting-rod 58 issimilarly connected with the rocking-beam by means of the spherical end59 of said rod journaled in the end of the rocking-beam arm 49 under thecap 60, this being held inplace by means of the screws 6l and 62, in awellknown manner. The spherical end 59 of said rod is shown constructedseparate from the rod, and removably fixed thereto by means of ascrew-thread on the rod; this is for the purpose of putting the rodthrough the cap 60 of the beam-arm before assembling the engine. The rodbeing put through the cap, the spherical end 59 is then firmly screwedonto the arm, after which this is set in place in the beamarm-bearingand the cap 60 secured in place by the screws shown therefor. Thedetails of each of the piston-connections are shown of the sameconstruction and arrangement as hereinbefore described, each detail ofthe series being designated by the same reference-character with theaddition of an index-mark corresponding to that of thereference-character of the particular piston to which the connecting-rodis applied. The series of cylinders being grouped, substantially asshown, around the axis (continued) of the main-shaft, the rearward endsvof the cylinders are closed by a single plate, l0, serving as acylinder-head and carrying the steam-chest, the valve, and thevalve-actuating mechanism. In practice, said plate may be locatedon theframe B by means of the projecting bearing 63, fitting a correspondingbore shown in the framework. In the present instance, said projectingbearing is centrally bored for receiving the driving-shaft64 of thevalve-mechanism; which shaft is also designated as the valve-shaft, Saidshaft 64 is driven from the rocking-beam through the aforesaidv stem ofthe beam-spindle 50, which stem fits in a corresponding inclined bore inthe head 65 of the valve-shaft, this head being usually (as shown inFig. 6) a separate piece rigidly Xed to the aforesaid end of thevalve-shaft 64. The stem 50 should be tted into the valve-shaft head ina manner so as not to cramptheparts, but to secure the free runningthereof.4 l

Upon the outer side of the cylinder-head or plate 10 is placed thesteam-chest 66; upon this, again, is placed the steam-chest cover 67;which cover is formed hollow for receiv- IOO ing the regulatingapparatus of the valvel mechanism, and is itself covered on the outerside thereof by the plate 68. The valve-chest and its cover,and also theouter cover 68, are

(or may be) held-in place by a series of ordinary studs, 69, passingthrough all of` said parts and screwed into the cylinder-head plate l0,thesev stndsbeing provided at their outer endswith the usual nuts, 70. Y

` The Y steamdistribution valve, which is shown of an annular form, isdesignated in a general way by N, and isv constructed to tit closelybetween the vrearward surface of the cylinder-head 10 and the forwardsurface of the valve-chest cover 71, as will be understood by comparisonof Figs. 6 and 15. The valve N is connected with the valve-shaft 64 tohave a uniform rotary movement with said shaft, andY in the presentinstance is also adapted to have a sliding movement transversely of thevalve-shaft-for Vthe purpose of varying the ratio of vexpansion of thevsteam by changing thetime of port-closure. For this purpose thevalve-ring N has therein the driving-bar 22, in which is formed the slot72 for the passage through the valve of the valve-shaft 64. Said bar hasalso formed therein suitable notches or recesses, as 73 and 7 3 forreceiving` theendsof the valve-driving arms. The valve-shaft 64 isfurnished with a suitable hub 74, (removably fixed thereto by means ofthe set-screw 75 or other 'like devices,) for carrying, pivotallysupported therein at 76, the counter-weight lever 86, whose forward endengages in the recess '73 of the driving-bar 22 of the valve N, andwhose rearward end carries the counter-weight or regulatorweight 77. Onthe rapid rotation of the valvemechanism, said Weight acts byitscentrifugal momentum. As a means for sliding the valve N Ytoward theregulator-lever 86, the

- regulator apparatus is provided with the lever 78, whose inner endengages in the recess 78' of the valve-driving bar 22 whose outer endbears upon the valve-shaft and upon the middle portion of which leverthe regulatorsprng 81 takes its bearing; said spring reacts against thenut 79 of the stem 85 formed Von said hub for carrying said springpressure bar 7S, as illustrated in Figs. 15 to 18, inclusive.

When the valve-shaft and the mechanism carried thereby'is rapidlyrevolved, the centrifugal force of the regulator-weight 77 actingthrough the lever 86'carries the valve transversely of the valve-shaft.toward the pressure-bar 7 8, until the force of said Weight iscounterbalanced by the resistance of the regulator-spring 81, and thevalve therebyV bronghtto rest (as to its said transverse movement) ataposition corresponding to the rotary speed thereof and to the force ofthe Yweight and spring. This action, it will be observed, follows in ageneral way the operation of other shiftable-eccentric valve-regulatingapparatus .now used on high-speed steam-engines; but contrary to thepractice heretofore. adopted, the Weight-and-spring regnlatingapparatusherein described 1s here applied directly to the rotating valve, andthis is done in a simple and effective manner; and the connectionbetween the Weight and spring engine.

is vsuch (as hereinloeforel pointed out,') that while running, all ofthe partsare held in close engagement with each other, so th at there isno free play between them, and consequently no rattling or jarringdetrimental to the mechanism.

Steam is appliedl to thevalve-chest 66 through the supply-pipe 82and apassage-Way, 82-82, Fig. l5; said pipe in Figs. 1 and 2 is shownfurnished with an ordinary stopvalve, 82', for the usual purpose.-Within the steam-chest thelive steam passes around the outside of thevalve-end until it comes to some open port through which it can passinto the high-pressure cylinder or cylindersof the On the dischargeofthe steam from the high-pressure cylinder, it is exhausted through theinterior space 2O ot' the valve into the exhaust-chamber S3 of thevalvechest cover, whence it passes out through the exhaust-pipe 82 andis finally disposed of.

The distribution of the steam to the respective cylinders is effected bymeans of suitably-arranged ports co-acting with the valve and thepassage-way within the valve; through which passage-Way the steam isconveyed from the high-pressure to the low-pressure cylinders.

` The high-pressure cylinders, 26 and 26', are

provided each with a port, 15 and l5,1e

spectively, which are successively uncovered by the movement of thevvalve to open communication between the steam-chest (outside of thevalve N) and the interior of the cylinder. Similarly, each of :thelow-pressure cylinders is provided with a steam-port, 15 and 15',respectively, for opening communication between the spacewithinv thevalve and the interior of the cylinder. Said low,- pressure ports are,however, shown located at alesser distance from theyvalve-shaft, so thatthe valve always protects the same against the admission thereto of thelive steam. The relative location of said several ports is also suchthat on the movement of the valve to cover thevhigh-pressure ports, theinterior annular passage-way` of the valve is brought into communicationsimultaneously with the portuof a high-pressure cylinder and the port ofa low-pressure cylinder, as shown in Fig. 13, thereby openingcommunication between the two cylinders and conveying thepartially-expanded,steam from thehigh-pressure cylinder, to be furtherexpanded in the low-pressure cylinder, after the usual manner of usingthe steam in other types of compound engines. On the furthereccentrically rotating movement of` the valve, this again openscommunication between the high-pressure and low-pressure cylinders, andthe steam-chest and the; central valve-space, respectively, forArepeating the foregoing operations.

ple) brought against both sides thereof. This is done through the mediumof auxiliary IOO passage-Ways 11, 11', 11" and 11', connecting theprincipal ports formed in the cylinder head-plate, and also through themedium of a series of transverse openings or passageways 23communicating with the passageways 83 formed in the inner and outerfaces of the valve, as clearly shown in Figs. 6, 16,19 and 20. l

For a more particular understanding of the cycle of operations,reference is made to Figs. 7 to 14, inclusive, representing foursuccessive quarter positions of the valve and pistons. The revolution ofthe crank C is divided into quarter stages or cycles, the valves N beingsuccessively in each of the four quadrants, e, j", g and h, and movingin the direction of the circular arrow. It should be noted that thesteam-chest, as shown in Figs. 7, 8, 9,10, 11, 12,13 and 111, is open;this is to show the successive positions of the valve N, but whenconsidering its operation, the steam-chest may be regarded as closed, asin Fig. 6.

Ffirstpositon, (Figs. 7 and 8.)-The mechanism of the engine having beenproperly assembled, with the crank C set at an angle of ninety degrees(modied only by the usual lead of the valve) from the line of thetransverse (or regulating) movement of the valve, the operative partsare then in the first quarter stage or cycle of their revolution. Atthis time the center line or radius of the crank may stand, forinstance, in the quadrant e, and coincide with the line a b; thecorresponding position of the valve N is in the quadrant f, and its lineof transverse movement parallel with the line c d. In this position thevalve N closes (ordinarily) to the live steam the ports of bothhigh-pressure cylinders, and opens communication through the interiorpassage of the valve between the high-pressure cylinder 26 and thelow-pressure cylinder 27 during this stage the live steam already in thehigh-pressure cylinder 26 is expanding, as also the low-pressure 'steamin the low-pressure cylinder 27.

Second posit/5071.,.(Figs. 9 and 10.)-In this position, the valve hasadvanced to open the port of the cylinder 26 to the' live steam; to opencommunication between the low-pressure cylinder 27 and theexhaust-chamber 83 through the middle space of the valve 7 3; also, tobegin to open cylinder 26 to live steam, and to open cylinder 27 in theexhaust steam chamber through the valve-passage 73. At this time thepiston 54 is being operated directly by the high-pressure steam, and thepiston 54 is being operated bythe steam exhausted from the opposite,high-pressure cylinder 26.

Thrdposz'tion, (Figs. 11 and 12.)--In this position the valve hasadvanced to the quadrant h, thereby opening the cylinder 26 to the livesteam, exhausting the cylinder 27, and beginning to open communicationfromA the highpressure cylinder 26 to the low-pressure cylinder 27.

Fourth position, (Figs. 13 and 14.)-In this position the valve hasadvanced into the quadrant e, thereby cutting oiI" the live steam fromthe cylinder 26, opening communication from the high-pressure cylinder26 to the low-pressure cylinder 27, and completing the exhaus` tion ofthe cylinder 27.

In Figs. 8, 10, 12 and 14, the movements of the several pistons arerepresented by arrows, those of the pistons 26 and 27 being shown bysolid-line arrows, and those of the pistons 26 and 27 by dotted-linearrows. In Figs. 7 and 8, the cylinders 26 and 27 are shown exhausting,the opposite cylinders 26 and 27 being at work. In Figs. 9 and 10, thepistons of cylinders 26 and 27 are shown at opposite ends of theirstrokes respectively; the pistons of the intermediate cylinders 26 and27 being approximately at mid-stroke. In Figs. 11 and 12, the cycle ofpiston movement has advanced through one quarter,7 bringing the pistonsof the cylinders 26 and 27 to the opposite ends of their strokesrespectively, and the pistons of cylinders 26 and 27 to mid-stroke. InFigs. 13 and 14, the pistons of cylinders 26 and 27 are shown at theopposite ends of their strokes respectively, the pistons of theintermediate cylinders 26 and 27 being at mid-stroke.

Having thus described my invention, I claim- 1. In a compound engine,the combination of a high-pressure and a low pressure cylinder havingtheir ports located in the valve seat, a valve shaft, a valve mountedupon and rotating with said shaft and having transverse movementsthereon, and a spring-and-weight governor in direct connection with saidvalve and shaft, substantially as and for the purpose described.

2. In a compound engine, the combination with two high-pressure and twolow-pressure cylinders arranged in pairs about the valve axis and havingtheir ports located in the valve-seat at different distances,respectively, from said valve axis, of the valve-shaft,'the rotatingvalve transversely-movable upon the shaft and having an interior passageeccentric to the valve axis, whereby the exhaust of the high-pressurecylinder is conveyed to the opposite low-pressure cylinder, and aspringand-Weight governor in vdirect connection with the valve andshaft, substantially as and for the purpose set forth.

3. In a compound engine, the combination with the series of cylindershaving their ports located in the valve-seat at different distances fromthe axis of the valve movement, and with the shaft, of aneccentrically-disposed rotating-valve having the annular passagewayformed in its inner and outer faces eccentric to its axis for openingcommunication between opposite cylinders, and having transverse openingstherethrough in communication with said passage-way to admit steam toboth sides thereof, and a governor to regulate the movement of the valvetransversely of its IOO IIO

pendent central driving-spindle provided with' a tubular journal socketat one end and supported in a bearing in a crank-disk secured to themain-shaft and provided with a spherical journal at its opposite endwhich is supportedin the frame of the engine centrally with relation tothe axis of the main-shaftv and in alignment transversely with the endsof the'rocking-beam,a rotary-valve and an independent valve-shaft, oneend of which is connected with the rocking-beam spindle, substantiallyas and for the purpose described.

5. In an engine, the combination with the cylinders, the pistons, themain-shaft, and a rocking-beam intermediate to the pistons andmain-shaft, of the valve and valve-shaft, and the valve-shaft-aetuatingstem 50 carried by the rocking-beam and operatively connected with thevalve-shaft for actuating the same, all organized and co-actingsubstantiallyT as described.

f 6. In an engine, the combination with the main-shaft and rocking-beam,of the drivingspindle having a spherical journal at one end supported ina journal-bearing in the frame of the engine and axially-aligned withthe main-shaft, and having the tubular journal socket at its oppositeend, the crank-disk iixed to said shaft and having a journal -bearingfor said tubular socket, and a bearing-block and fastening for securingthe said socket in place, substantially as described.

7. In an engine, the combination with the cylinder, of the piston, themain shaft, the rocking-beam, and the independent supporting-spindle forsaid rocking-beam having a spherical journal at one end supported in theframe and indirectly connected with the main-shaft at the opposite end,and capable together with the rocking-beam .of a universal rockingmovement to actuate said shaft, the connecting-rod spherically journaledat one end thereof in the piston land having the sphericaljournal-socket removably-secured to its opposite end and seated in aspherical bearing in the end of the rocking-beam, and

caps securing the ends of the connecting-rod in placein their respectivebearings, substantially as described.

8. In a multi-cylinder compound engine, the combination of fourcylinders arranged equidistant and parallel with relation to the axis ofthe-main-shaft, the main-shaft the crank or crank-disk secured to saidshaft, the rocking-beam supported upon an independent spindle journaledat one end in the engineframe, and at its opposite end in the crankdiskupon the main-shaft and capable of universalrocking movements foractuating the main-shaft, and having four cross-wise arms connected attheir ends by balls and sockets with the pistons of the severalcylinders, respectively, and the guide-arm 5l secured to therocking-beam intermediate to the planes of said beam-arms, and aguide-bar onthe engine-frame engaging said guide-arm for controlling themovement of the rocking-beam, substantially as described.

9. In a compound engine, the combination with the high-pressure cylinderand its port, and the low-pressure cylinder and'its port, of thesteam-chest, the valve-shaft, the valve vhaving the elongated centralopening movably-mounted upon said shaft and dividing the steam-chestinto two parts, one for the live-steam, and one for the exhaust-steam,and having a transverse movement upon the shaft, substantially asdescribed, for intermittently opening communication with the livesteamspace and the high-pressure cylinder, and the exhaust-steam space andthe lowpressure cylinder and adapted between these times for openingcommunication between the two cylinders through a passage-way in thevalve, substantially as set forth.

l0. The combination with the valve-chest shaft and bearing upon thevalve, the lever 78 bearing at one end against the'shaft, and at theother end against the valve in opposition to the normal action of theregulatorweight, andthe regulator-spring carried by the shaft andbearing against said lever78, whereby the valve is movable transverselyof the shaft and the slack of the joints is taken up, substantially asdescribed. l

l1. In a'compound engine, the combination withthe high-pressure and thelow-pressure cylinders and their pistons, and the mainshaft, of therocking-beam having the independent supporting-spindle journaled at oneend in the engine-frame and indirectly'connecting the main-shaft at itsopposite end, connecting-rods having aV universal-connection with thearms of the rocking-beam and pistons,`the independent valve-shaftconnected at one end with the rocking-beam spindle, the rotating-valvehaving the elongated central opening which embraces the valve-shaft, andhaving passage-ways therein arranged and operating as described, tofirst open communication for the live-steam to the highpressurecylinder, then cut off the live-steam, and open communication from thehigh-pressure cylinder to the interior of the valve to the low-pressurecylinder and then exhaust the with the frame, of the cylinders havingamain and auxiliary ports, as described, the steamchest having the inletand exhaust ports, the annular valve having the elongated centralopening, and having the eccentric passage- Ways 83 formed in its innerand outer face with the transverse openingsl 23 communieating therewith,the valve-shaft extended through the elongated central openingin thevalve,` a governor directly connecting said valve and valve-shaft, thepistons, the mainshaft, and the Walking-beam mounted upon an independentspindle and indirectly connected with the main-shaft, pistons andvalveshat't, substantially as and for the purpose described.

13. In an engine, the combination With the valve-chest and its ports,the valve-shaft, the revoluble valve movable transversely on the shaft,of a governor comprisinga hub adjustably-secured to the shaft, a leverpivoted to said hub at one side and engaging the valve at one end, acounter-weight pivotally-supported at the opposite end of said lever, anoppositely-disposed regulator-lever engaging the valve at one end andbearing upon the shaft at its opposite end, and a spring bearing uponsaid lever to counter-balance the centrifugal force of thecounter-Weight and regulate the transverse movement of the valve,substantially as and for the purpose described.

14. In an engine, the combination with the valve-chest and its ports,and the valve-shaft, of the revoluble valve having the central elongatedopening through Which the valve-shaft extends, and transverse recesses73, 73 a governor for said valve comprising a hub adjustably-secured tothe shaft, a lever pivotallyconnected to said hub having a bearing atone end in the recess 73 of the valve, and having a counter-weightpivotally-secured to the opposite end, a stem secured to the hub at theopposite side, a lever movably-mounted on said stem, bearing at one endupon the valveshaft, and having a bearing at its opposite v end in therecess 73' of the valve, a spiral spring mounted upon said stem andbearing upon the said lever, and a nut screwed upon the end of the stemand bearing against the spring to regulate the tension thereof, allcoacting to regulate the transverse movement of the valve upon itsshaft, substantially as and for the purpose described. v

l5. In a multi-'compound-engine, the combination with the engineframe,of a series of cylinders radially-disposed around a common center, asteam-chest intermediate to, and in communication with, said cylinders,a revoluble valve having a central elongated opening, and independentvalve-shaft extended through said opening having a bearing in thecylinder head-plate located between the cylinders and steam-chest, amain-shaft, a rocking-beam interposed between the main-shaft andvalve-shaft, and mounted upon an independent spindle indirectlyconnected with the main-shaft through the medium of acrank at one end,and supported by a spherical journal in the engine-frame at the oppositeend and connected to the valve-shaft by a stem projecting beyond thesaid spherical bearing engaging a head upon the valve-shaft, (the saidrocking-beam having a series of ar1ns,)

: the pistons located in said cylinders, andthe piston-rods havingball-bearings at each end,

and connected with the arms of the rockingbeam and the pistons,respectively, all combined and co-acting, substantially as and for thepurpose described.

16. In a compound-engine, the combination of a high-pressure and alow-pressure cylinder having their ports located in the valveseat, ofthe valve-shaft, the rotating valve .transversely-movable upon saidshafthaving lan annular passage eccentric to the valve axis, whereby theexhaust of the'high-press` l ure cylinder is conveyed to thelow-pressure cylinder, and a spring-and-Weight governor in operati-veconnection with the valve and shaft, substantially as described and forthe purpose set forth.

LEVVS C. WORRON.

Witnesses:

FRANCIS H. RICHARDS, E. J. PERKINs.

